Those start with that safety thing, in this case active safety thanks to Subaru’s Australian policy of selling nothing but all-wheel-drive cars. In the Impreza’s case, that meant a torque split of 40 per cent front and 60 per cent rear most of the time, with the ability to vary torque to each axle depending on the grip conditions.

The 2017 model (MY17) Impreza also added torque-vectoring to the package for greater agility. An all-new design for MY17, the Impreza also got a new engine and transmission line-up, with a 2.0-litre, non-turbo four-cylinder forming the basis of this.

Power was 115kW which is okay for a 2.0-litre engine, but nothing to write home about when compared with the friskier turbocharged units that were popular by then.

Stop-start technology made it to the Impreza at this point, while Subaru took the unusual step of not offering a manual-transmission option. While it was true that most Impreza buyers went for the CVT version with its two-pedal operation, a surprisingly high percentage (for this market segment) went for the manual in the previous model.

While the CVT could be set in a mode that gave seven distinct steps (like a conventional automatic) the reality was that left to its own devices (where it would be most efficient) it could feel and sound a bit strained. It’s definitely not everybody’s cup of tea, that’s for sure.

Subaru offered the Impreza in a variety of trim levels, starting with the 2.0i then moving up to the 2.0i-L, the 2.0i Premium and the 2.0i-S

Our tip, though, is to avoid the base-model car as it was the only one that missed out of Subaru’s worthy 'Eyesight' safety technology. Using a combination of cameras, radar and sensors, Eyesight endowed the Impreza with autonomous braking, active cruise-control and lane-departure warning. Spend up big on the 2.0i-S and you also got Subaru’s Vision assist package which added lane-change assist, blind-spot monitoring and rear cross-traffic alert.

The S model’s sporting flavour was enhanced with 188-inch alloy wheels, leather seats, LED headlights and rain-sensing wipers. The Premium model gained a power sunroof, and sat-nav over the rest.

That’s all a bit confusing, so it’s important to know exactly what version of the Impreza you’re looking at when you’re standing in the used-car yard or the seller’s driveway.

Oddly enough, given the Impreza’s great safety credentials, the one recall for the vehicle thus far has concerned that equipment. Specifically, the image in the reverse camera of some MY17 examples could freeze, giving a false sense of security to the driver.

Beyond that, the things to check for relate to a lot of modern cars.

Subarus have never appreciated skipped oil changes. The layout of the engine with its small oilways simply won’t tolerate the build up of sludge from old, thick oil, and if that’s allowed to happen, the engine can die quickly.

You wouldn’t expect a car this new to have any gaps in its service history, but some Impreza sound their way on to fleets, so anything was possible. But even in the case of a privately owned vehicle, it’s wise to check the service handbook to ensure that it’s been followed all the way.

And it goes without saying that if the engine makes a ticking sound when you first start it up, look for another car as the engine damage we’re talking about has already started to occur.

Speaking of fleet owners, the Impreza has been known to turn up on the fleets of large and small companies, as well as rental car operations. That’s a big compliment to the Impreza’s reputation (rental fleets don’t like unreliable cars) but it also means that you need to know what you’re buying.

The Impreza also had 'Uber' written all over it when it launched, too, so check the condition of the rear seat and the finish on the rear bumper below the hatchback opening where a million suitcases might have already been dragged over it.

The other potential area for problems to occur is in the CVT transmission. Even one that is working properly can give some drivers the irrits with its habit of surging and shunting along at low speeds and small throttle openings. Like, for instance, when you’re crawling along in the peak-hour grind.

Nobody has successfully explained to us why the Subaru CVT exhibits this, but it’s there in the majority of cars we’re sampled, so make sure you drive any prospective purchase under those conditions to make sure it doesn’t drive you mad. To be fair, though, some owners have never mentioned it at all.

The CVT transmission has also shown up a few reliability problems, but most of these have been logged overseas where driving conditions can be quite different to ours. Nevertheless, CVT failures are not unknown, so, again, a close check of the maintenance book is a very good idea.

If you're looking to buy a second-hand Subaru, check out the models we have for sale on Drive.com.au here.

Competitors

Toyota Corolla – Previous-gen Corolla was outclassed by Impreza. But Toyota has now been replaced and has leap-frogged the competition. Which is fine if you’re buying new, but second-hand, it’s less clear cut. 3.5 stars

Mazda3 – A popular choice and one that the trade loves. Be wary of examples driven by younger motorists who may or may not have known how to service a car or avoid gutters. 3.5 stars

Hyundai i30 – Seems super reliable and good value as a usedie. Appeal is only really blunted slightly by a slightly less refined chassis that is both noisier and a little less cossetting. That won’t worry many people. 3.5 stars